Internal-combustion engine.



E. H. BELDBN.

LNTERNAL COMBUSTIUN ENGINE.

APPLIUATION FILED Nov. e, 1911.

Patented Feb. 13, 1912.

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www0/Joao E. H. BELDBN. INTERNAL GOMBUSTION ENGINE. APPLICATION IILBD NOV.9,1911.

Patented Feb. 13, 1912.

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1 @Hof/W5 B. H. BBLDEN.

INTERNAL COMBUSTION ENGINE.

APPLIGATION IILBD Nov. 9, 1911.

1,017,075. Patented Feb. 13,1912.

4 HEETB-BHBET 3.

im mi www E. H. BELDBN.

INTERNAL coNBUsTroN ENGINE.

. APPLICATION FILED NOV. 9, i911. 1,017,075, Patented Feb. 13, 1912.

4 sums-SHEET 4. J

' and assembled, dismembered an UNITED STATEb1 PATENT OFFICE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

.Patented heb. 13, 1912.

Application filed November 9, 1911. Serial No. 659,442.

To all whom it may concern.' F

Be it known. that I, Enwann H. Brennen, a citizen of the United States, and a resident of Pittsburgh, county of Allegheny, and State of Pennsylvania, have invented certain new and useful Improvements 1n lnteruel-Combustion Engines, of which the following is a Specification.

My invention relates to internal combus tion engines and has particular reference to improvements in the valves and valve ecaring of internal combustion enginf-zsoiD thc four-cycle type.

The objects of my invention are to simplify the construction and to lessen the cost of such engines; to eliminate the vibration and the noise incident to their operation; to balance the valves thereof; and to increase the iower, efficieiicy and durability thereof.

y further purpose is to do away `with the short-lived and noisy reciprocating 'valves and valve gearinv now in common use and to substitute there or a minimum nu1nber of large substantial parts that cannot easily be broken, to balance the valves and otherwise arrange and construct them to offer the least possible resistance to the operation of the engine.

A special object of my invention is to provide an engine of the class named with a non-vibratory, constantly lubricated and substantially balanced admission and exhaust valve and to maintain it at a low temperan ture rotected from the hot gases of the cylin er.

Still other objectslof the invention are to provide an 'internal combustion engine equi ped with a. balanced valve and having a cy Ainder which contains both the cylinder head and the necessary ort-controlling Inciinsand fromwhich both t c head and the piston maybe removed4 without disturbing the .cylinder` or said` port controllino' means ongearing, and from. which the valve may be removed without disturbing the cylinder on the valve gearing;r and to provide an engine hav-infvalves'and valve seats which shall be` free y accessible upon removal of the cylinder head.

Another* object-of my' invention is to prnvide a^ tourt-cycle engine conformin to the foregoing outline and which ma e made reassembled by ordinary mechanics and in less time than other. four-cycle engines.

A further object is to provide balanced rotary valves and valve gearing of such form and arrangement that the several cylindcrs of a multiple engine may be economically formed in one block oil. casting.

Still `further objects ot my invention will appear hereinafter.

bustion engine which, in its simplestl form, has a single-piece ported cylinder', a singlepiece eylinder head. a single-piece valve which. is incased by the cylinder and the head and substantially balanced therebetween, a single valve operating member ana a single actuating;r and timing;r device which connects the valve operating member with the crank Shaft. l

The simple structure here outlined is somewhat amplified in the higher developments of my invention but even in its multi le cylinder forms l prefer to use only one va ve operatingr member and one driving device.

The iuvelitioln will be readily understood upon referenlto the accompanyin drawings, which form part of this specification and in which I have depicted a preferred embodiment of my invention in a six cylinder combustion engine.

In the drawings, Figure l is a side eleva tion. of'niy novel engine, four of the cylinders beine' shown in vertical longitudinal section;H tig. 2 is a horizontal section, substantially on the line QL-Qx of Fi 1, all of the cylinder heads being ren'iove A;Ll `ig. 3 is an enlarged vertical section on the line 3"-3l of Figs.- 1 and A4;-.-Fig. 4 `is a similarly enlarged horizontal section on the line lx--tx of Fig. 3 ;-Fig. 5 is a vertical section on the line 5X-5 of Fig. 4.; Fig. 6 is a sectional View similar to Fig. 4 showing the valve simultaneously open to the exhaust ort and to the balancin cavity in the cylinder; and Fig. shows tie valve simultaneously open to the admission port and the balancing cavity in the cylinder.

I have here illustrated my invention as embodied in a water cooled multiple cylinder engine of a vertical type particularly adapted for use in automobiles. Its c linders A, six in number, are arranged Si'e by side in a single casting B. Various means muv be employed'for cooling the. cylinder and valve seats. For example the casting B may contain a water space or jacket C which is common to all the cylinders. The Water My invention resides in an internal com- `with the containin space extends from the top l of the castingI to a point near the lower ends of the cylinders; The bottom B of the cylinder cast ing is secured upon the to: of the hase l). 'lhe base contains the cranl( shaft E shown in dotted lines` in Fig. l. 0n one und of the shaft E is a ily wheel F. 'lhe other end oi the crank shaft carries a sprocket wheel (i, (see dotted lilies Fig. l) the use of which will be explained l'iereinailcr. Each cylinder A contains a pistoni-l, joined to the crunk shaft l1] by a connectingiod I, shown in dotted lines in Fig. 1. The cylinders open through both the top and the bot-tom of the casting B. They have separate heads l. 'l'he head J of each cylinder is preferably wholly contained within the upper or outer end of the cylinder. I make these ends of the cylinders large enough to receive the pistons so that the latter may be inserted and removed through the tops of the cylinders after the cylinder castinr B has been fastened to the base I). The heads are larger than the pistons and each head rests upon au annular-shoulder a, which distinguishes the piston containing portion n of the cyllnder from its head containing pol tion o4. Both cylinder portions ai and e1 are cylindrical. They are preferably con centric.

The Jortion a* is lai-fre enough to contain not only the head but :ilso the valve K, about to be described. Each head has an annular flange J that fits the upper part of the cylindrical bore ai The lower end J2 of each head J snu ly fits the piston bore aa of the cylinder an( the annular shoulder J 3 oi the. head rests upon the cylinder shoulder a2 as before explained. The upper end of the bore a* of each cylinder is threaded to receive a locking ring L. which is screwed firmly upon the flan ed top of the head. completinfr an oil an ressure tight joint between t 1e ,head and die cylinder at that point. H desired a key L or a set screw' may be added to lock the head against rotation. Such device however is not essential to the fastening of the head in the cylinder. The shoulder a2 of the cylinder and the shoulder J H of the head are ground together and when the head is thus.- securcd the shout ders form an oil and pressure tight joint' be tween the lower end'of the head and the cylinder. It will be observed that the concen trcity of the cylinder and the head is insured by the close fittin of the upper end and the lower end of tiie head within the larger andthe smaller bores a and a of the cvlinder. The intermediate ortion of each head J, between the fiange and the shoulder J is cylindrical and `concentric bore a4. While this portion, as herein s own, is largerthan the piston bore as; it is somewhat smaller than the bore a* and an annular cavity K" having parallel cylindrical walls is therefore formed between the cylinder and the head. The top oi the cavity K is formed by the underside oi the head liange J. The bottom of the annular cavity is formed by the cylinder shoulder' a2 on which the head rests. cavity are finely ground and serve as seats for the valve K before referred. to. The valves K are simple one-piece sleeves or rings that exactly lit their respective cavi.- ties K. They are interchangeable. The inner and outer surfaces of each valve K are finely fround and are cylindrical and parallel. Tdie top and bottom edges are also finely ground or finished and are parallel and perpendicular to the cylindrical sur faces. In ractice, the cross sectional dimensions o the valve K are ap roximately two thousandths of an inch smal `er than the corresponding dimensions of the cavity K. leaving space for thin films of oil between all the opposed surfaces of the valve, cylin-` der and head. Obviously the space is increased at the groove Kx and between the gear teeth on the valve. Each valve K con tuins at least one opening or port K2, the same being of sufficient size to quickly admit and to quickly free. the gases and being ositioned about midway of the height o the valve. As shown in the drawings I prefer All of the walls of the to prov de each valve with two. diametrioally- I.

opposit portsKz, so that one revolution of the valve sh l serve for eight successit'fe strokes, two complete power operations, of the piston, as hereinafter explained. Each cylinder is provided with an admission portJ and passage A and an exhaust port and passage E", these being formed in the casting B. The ports A and Ex open into respective valve cavities K in position to register with the ports K1' in the valve K. The width of the space between the inlet and exhaust ports approximately equals the width of the port K2 in the valve K. These dimensions may be considerably varied without departing from the invention but I prefer to maintain thedescribed proportions and relation fo`r the particular reason that after the valve has opened to permit the heated gases to exhaust,those portions of the valve which are heated by the exhaust gases are almost: immediately cooled by the lnrish of cool combustible mixture at the port` A". The time bet-weon the exhaust and the admission of` mixture is roportionate tov thc distance that the valve las to travel hctween the ports E* and A". lIn a multiple cylinder engine I prefer to pair the evlinders and connect the exhaust passages l of each pair as shown in Figs. 2 and 4. From the points of juncture the exhaust passages .Xtend downward and tlapen through the ower part of thecasting EX represents they vertical extension of the united exhaust ports of two cylinders.

f the E represents the exhaust manifold of the engine.

As indicated in Fig. 2, I prefer that the admission passages l d of the several cylinders shall be independent and shall open through the outer face of the casting above the exhaust manifold. The passages Ad are connected by an admission manifold A12 having two connections Ada and A with a suitable carbureter Ad.

As best shown in Figs. 3 and i, each head J contains a centralcavity J* hemispherical at the top and opening through the 4bottom of the head. This cavity which obviously communicates with ythe piston containing portion ai of the cylinder constitutes the compression and combustion chamber of the engine. A central hole is provided in the top of the head and in this hole is the device for igniting the gases, preferably an electric spark plug. "lwo passages lAf1 and J-A are ornied in the head. These open through the valve seat surface of the head, at points di'reetly'and respectively opposite ports A and EX in the valve seat surface of theeylinder, hence these passages or ports of the head are in position to register with the ports K? in the valve K.

' Referring now to Figs. -l to inclusive it will be seen that the cylinder wall which forms 'part of the annular valve cavity contame a recess or cavity AB. This is positioned between the ports Ad and E and may 'extend above and below said ports. Enough of the cylinder' Wall remains to afford proper lap for the valve around said ports Ai and El. The cavity AB opens against the outer periphery of the valve K and its area is preferably slightly less than the combined area of the ports Ad and E". The recess or cavity AB is placed in com munication with thc piston 'space 0,3 in the cylinder by means of a duct ab', leading therefrom to a point in the cylinder Wall below the head J. The practical ede/ct of this arrangement. of the valve and the balancing cavity AB is that the revoluble valve is so nearly balanced in its cavity that it is but lightly seated across the cylinder ports A and E", even at moments of maximum pressure Within the cylinder. l'n consequence, the valve is not `permitted to cling y upon any of its :nul il is not difficult to turn or rotate it in its cavity. And at the same time it will be noted that at moments of vacuum within the cylinder, as when the piston is descending andthe admission port A and the valve port Ka are in register, the area of the balancing port AB exceeds the area of the exhaust port in the cylinder, with the result that there is an overbalancing outward pressure on the valve which tightly holds it over the exhaust port E* and thus prevents the indraft of gases from the exhaust passage El.

in the valve K and the balancing cavity AB act in a peculiarly ad` vantageous manner, as 'olloWst-It will be noted from Fig. G that when the port K2 in the valve is about leaving the exhaust port E". it opens into or communicates with the balancing cavity All, by bridging the wall between the same and ort E". ln consequence part of the gases rom the cylinder are discharged through the balancing duct ab and cavity AB. bviously `the exhaust port may be somewhat smaller than this were not the oase for by this arrangement the exhaust is protracted. Similarly the port K2 in the valve, when it leaves the exhaust port E", next opens into the admission port A and simultaneously puts the port A into communication with the balancing cavity AB. As a result the admission is relatively enlarged and furthermore the combustib-le mixture which flows into the cylinder through the cavity AB and duct ab instantly cools the same and the mar fins of the port K2 in the valve. It is ar vantaeous also that the cavity AB is cach time filled with fresh gas, which being ignited with the remainder of the charge in the cylinder insures a substantially equal pressure upon the inner and outer sides of so much of' the valve as lies over the cavity All, lf desired additional balancing cavities may be provided in the cylinder vvall on the opposite side of one or both ports Ad andE", but I fmd the single port adequate for the purposes expressed.

The valve operating mechanism is most clearly shown in Figs. l, 2, 3 and 4. Each member K is a combined valve and gear wheel; that is7 the lower outer edge of each valve K is provided With gear teeth KB constituting an integral gear wheel whereby the valve may be rotated in its valve chamber or cavity. The valve operating member is arranged on the side of the engine opposite the side which contains the several admission and exhaust ports and the cavity All. This valve operating' member comprises a single shaft N having as many integral gear wheel portions N as there are valves. Each cylinder is provided with an opening AN, at a point opposite the gear teeth on the valve and considerably below the level of the ports K2 in the valve.- This opening admits the operating gear N into mesh with the gear teeth upon the valve. bviously all of the openings AN are arranged in a horizontal line. The shaft N is held in suitable bearings Nz provided on the side of the cylinder casting B as. shown in Figs. 2 and 4. The gear teeth on the valves and on the shaft N are preferably 45 spiral teeth. Such gears operate readily in either direction and are noiseless. At its end, the shaft N is provided with a sprocket Wheel N3 and this is connected with the sprocket wheel G on the The port K2 Granit sha it. by a Suitable sprocket, Chain G". The .lguoekets (l and N3. and the sprocket` helt (lI constitute the driver for the. valve operating nietnher or shaft N. The rotation of the eranl; shaft; is thereby @remontait-ated to the several valves. and the latter are rw tated constantlyT during the operation oi the crank sli-att. 'lhe sproeltets (l and N3 and the gears N and K" are so proliortioned that the valves are caused to turn one-halt of a revolution (hiring eaeh two revolutions of the omni; shaft; e. one Complete revo' lotion in the time consumed hy eight piston strokes. It will be elear that the rotative speed of the valves is relatively low and that nothing short of the breakage of one of these heavy substantial parts een interfere with the properaotion of the valve. The valve operating shaft. and gears are con.- tained by a horizontal duet O formed in the side of the cylinder casting. B4. B* are the edges of the duet- O. These edges are integral with the cylinder casting ll. The openingr between them is elosed by a. horizontal plate, Pf tightly holted thereto and making the duet oil tight.. The duet t) and the several valve cavities K' are in oomniunieation through the openings AN. The sprockets G fand N2 and sprocket heit. G are inelosed by a easing l, the upper end of' which communicates with the duct t) and the lower end of whieh communicates with the interior oi the engine hase Il An oil pump (not shown) forces oil into the duet (l). rhe oil is distributed therefrenn to' the several calves hy the gear teeth on the valves K and shaft N; e. by the gear wheels N' and K'". ln. the ease of each valve, its ro tation t uses the oil to spread upon the outer surface of the valve, whenee it will work above and below the valve and spread upon the inner surface thereof. its before explained the differentes ot diameter, hetween the Voire. the cylinder and the head, are so slight that only minute films of oil may occupy. the spares, These are in fact capillary spaties and while the oil will freely niort( into and oeeupy the spaces, due to the rotation o? the salve within the inrlosing nails. the *niet easily he distfhaigetl from the L tij.' either internal or e:;- tei-nal pressure. The films of oil constitute fluid parkings for the joints. This fact makes it possible. to adequately lubrieate the valves and inelosing walls Without dan ger of gas leakage from or to the cylinders at. moments of compression, combustion and vacuum therein. lt is clear also that it is praetieally impossible for any surface of the valve to engage an)Y opposed surface upon the head or eylinder except, through the medium of this minute tilni of oil which envelope the votre. ln consequence the valve and valve seats will operate indetinitely without peieeptihie Wear. allow vertical Collecting grooves K4 may he torinesi in the valves l( at the following side of the re sportive ports K2, as shown in Figs. l and 4 and to expedite the distrihntion of oil Within the valve chambers or cavities, l preferably provide the walls Athereof with shallow oil grooves. The grooves AI in the cylinder walls are so int-.lined that they tend to ele- Ttato the oil from the gear openings AN, whereas the grooves JX in the surfaces of the heads may tend to foren the oil downward. As shown in Fig. Si the 1upper edge of eaeh valve K is preferably provided with an annular oil groove KX for an aeeurnulation of oil, to heiter distrihutethe oil ,upon the inner surface of the valve. Very little of the oil thus supplied to the valve is wiped olf at the ports, the greater part riturnin to the trough through the openings AN. fi: will thus be seen that the valves. the valve ravities and the Valve gears constitute an oil Circulating system which insures the positive lubrication of these parts at all times. The tight. joint hetore alluded to, between the lower end of the head J and the cylinder prevents leakage of valve oil into the,eyl index'.

As hetero explained the Water space C within the cylinder casting extends to the top of the cylinders and cooling water is therefore supplied to all of the upper parts of the cylinders except those portions or areas which are occupied by the admission and exhaust; passages A, E", and the gear openings AN. The Cooling 'of the outer walls of the valve cavities and the outer portions of the valves is thus insured. Each head J contains a `Water space JW. The

water is supplied and discharged through pipes Jp, two of which are provided for each head. The top of the head contains a depression to admit, and t0 afford easy access to, the tiring plug M. The space JW ooeu* pies nearly the Whole of the head, only thin Walls remaining; the exceptions being the spaces oceupied by the ports JAI* and JE". As before described, the head is deeper than the `valve K, extending 1both shove and he loir the saine. The water spare is "tenie L. its hottoin heing preferably heiow the level. of the valve K and the water rising therein to a *level above the top edge of the valve. In other Words, the cooling surface of the valve wall of the head is praetiealiy cti-extensive with the valve and the maintenance of the valve at a low temperature is ports,

The operation of the engine is according to the Well known fom cycle principle and will be clearly understood from the toregoing detailed description of thc operation of its several related parts.'

As various modifications of my inverni-'1n will readily suggest themselves to one who is skilled in the art l do not` confine or limit the invention to the specitic constructions herein shown and described. l

The valve construction in itself and the combination of parts, including the shaft N. for actuating the valves. comprise the subject matters, respectively, of mv (fo-pending applications, Serial Nos. 659,204 and (367,764, and are not specifically' claimed herein.

Having thus described my invention l claim as new and desire to secure hy Letters Patent t# l. In an internal combustion engine. a cylinder and a piston therein, in combina tion with a cylinder head fixed in the ent-l of said cylinder` the inner and outer ends of said head being tightty jointed to said cylinder. the intermediate portion ot' said head being ot' lesa diameter than the adjacent portion ot the cylinde' and concentric therewith an annular valve cavity being tl'lerehy formed between said ends of the head, one side of ,said head and cylinder containing admission and exhaust ports` which open into said cavity, au annular valve of slightly greater diameter than the head and of slightly tess diameter than .-aid adjacent portion of the cylinder and occupying` said cavity. said valve containing a port positioned to register with attore-aid ports, said cylinder containing?r a balancing cavity opening into said valve cavity hctween the ports in the cylinder and in com- Inunicationwith the piston space in the cylinder and valve operatinga lgearing deA riving motion from said piston.

2. In im internal combustion engine. a cylinder and a piston therein. in comhinatirm with a cylinder head fixed in the end ot' vsaid cylinder, the inner and outer ends ot' .-,aid head being tightly jointed to said cylinder. the intermediate portion ot' said head being of diameter than the adjacent portion of the cylinder and concentric therewith an annular valve cavity beingr thereby formed between said ends of the head. one side ot said head and cylinder containing admi-- sion and` exhaust ports which open into said cavity, an annular val ve of slightly greater diameter than the head and ol' slightly less diameter than said adjacent portion of the cylinder and occupying said cavity, `said valve containing two diametrically opposite ports positioned to register with aforesaid the distance between the ports in the cylinder approximately equating the width of each port in the valve, said cylinder containing a balancing cavity opening into said valve cavity hetwgeen its ports, a gear formed on the end of said valve, an operator meshing;r therewith and deriving rotation from vaid piston, and means for constantly snpplying oil to said gears and cavity.

I. lnan internal combustion engine, a, cylinder and a piston therein,` in combinationy with a cylinder head, the cylinder having admission and exhaust ports in one side, an annular valve positioned within the cylinder, concentric therewith and adapted to close said ports, said valve having an opening adapted to register with aforesaid ports, said cylinder containing a balancing cavity in one side adjacent to its ports and of greater arca than either thereof. said cavity opening against said valve and communicating with the piston space in the cylinder, means tor supplying oil to said valve, and means` for operating said valve in time with the movements of said piston.

Lt. In an internal combustion engine, a suitably cooled cylinder and a piston therein, in combination with a suitably cooled c vl i nder head fixed in the end of ysaid c 'linder, said head being of less diameter t an the adiaeent portion of the cylinder and concentric therewith, an annular valve cavity being formed thereby, said head and cylinder containing admission and exhaust ports which open into said cavity, an annular valve occupying said cavity and cooled by the cylinder and head, said valve containing a port positioned to register with aforesaid ports. said cylinder containing a balancing cavity opening through the outer wall ol' said `alve cavity between the ports in the cylinder and in colutmmication with the piston space in the cylinder and valve operating' gearing deriving motion from said piston.

In an internal combustion engine, 'a cylinder and a piston therein, in combination with a cylinder head fixed in the end ot' said cylinder, said head being of less diamctcr than the adjacent portion 'of the cylinder and concentric therewith an annular valve cavity beine; thereby formed between the cyliude and head, one sidePot -said cylinder containing admission and exhaust ports, which open into said cavity, a port cont rolling;q sleeve, valve occupying! said cavity. means in said side ot the cylinder courting n ith the outer periphery of thc valve and substantially halaneing said valve in said cavity, and valve operating;` gearing; actA infr on the valve and derivi-ng motion from said piston. f i

t1. ln an internal cmnhnstion engine, a cylinder in combination with a piston therein, a head within the end of the cylinder, means ysecuring said head against movement in said cylinder, said cylinder and head having corresponding admission and exmultaneously rotating Said valves thereby canning the periodic registry of said ports, und means for driving said member.

13. In a four-cycle internal combustion engine, a single cylinder block or casting containing n plurality of cylinder leorefsl in Combination with Cylinder heads, one Within ent-h seid bore, nn annular sleeve Valve be tween euch head :1nd cylinder borew said heads :intl Cylinders being tightly jointed :shove and below respective valves, said lie-mls, vnlYeS and eylindell having suitnhle registering ports, eaeh said cylinder having! e balancing cavity opening ugrtinstY the onterperiphery of its valve? a single ating member 'for simultaneously rotating nid vulves thereby causing the periodic registry of Said ports und n. 4ingle duetV eontnning smid niernher und supplying oil to nll nl vulves.

i-t. ln an interim"L '-on'lbnstion engine` n ingle block containing fr plurality ol snitnlily cooled cylinder llores, in Combination with i lsingleV piece suitably cnoled lie-cl in vulve notueach @aid bore, u single piece annular sleeve valve concentric with and interposed between each head and its bore, ezuh sztitl head being jointed to the cylinder llore :thove and below itel respective vulve, said v vlinders, vulves :1nd hezul enel) having :i complement ot ports, a hztlnnting Cavity in ent'h tvlinder bore between the ports therein7 an opening in the Side of each cylinder bore, n single vulve operating lnelnher meting! upon all lmid vulves through said openingn` n single oil duet. eontnining sntl nlem` Iier und communicating with all said openinggj n piston in eztch bore :und :l driving' (levice for Suid member, operated h v the movement of said pietons.

ln teetiniony whereof, l have hereunto Het nl v hund, thi Sth (lay of .\'o\'en1ber, 11H1, in the prewnee ol' two ,enliserihing Witnessesn EDWARD 1I. HELDEN.

itn N. Cnlrris Lntluoxn,

CHARM-:s GlLnrzlrr Hmmm'. 

